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Transportation Rail Incident Preparedness & Response
The document outlines essential information regarding the handling and response to rail incidents involving hazard class 3 flammable liquids, particularly ethanol and crude oil. It emphasizes the importance of proper planning, effective incident management, and adhering to safety procedures in potential derailments. Additionally, it stresses the need for communication with railroads and the incorporation of specialized resources during emergencies.
Transportation Rail Incident Preparedness & Response
- 1. CLICK TO EDITMASTER TITLE STYLE TRIPR FLAMMABLE LIQUID UNIT TRAINS INTRODUCTION
- 2. CLICK TO EDITMASTER TITLE STYLE Introduction Neither the U.S. Department of Transportation Pipeline and Hazardous Materials Safety Administration (PHMSA), the Federal Railroad Administration (FRA), TRANSCAER®, American Petroleum Institute (API), Association of American Railroads (AAR) or the Renewable Fuels Association (RFA) or any of their employees, subcontractors, consultants, or other assigns make any warranty or representation, either express or implied, with respect to the accuracy, completeness, or utility of the information contained herein, or assume any liability or responsibility for any use, or the results of such use, of any information or process disclosed in this publication, or represent that its use would not infringe upon privately owned rights. This information is designed to supplement existing training resources and should not be relied upon exclusively as a standalone curriculum. Sound scientific and safety judgment should be used in employing the information contained herein. Where applicable, authorities having jurisdiction should be consulted. Neither PHMSA, FRA, TRANSCAER®, API, AAR nor RFA are undertaking to meet the duties of employers, manufacturers, or suppliers to warn and properly train and equip their employees, and others exposed, concerning health and safety risks and precautions, nor undertaking their obligations to comply with authorities having jurisdiction. DISCLAIMER
- 3. CLICK TO EDITMASTER TITLE STYLE Introduction INTRODUCTION
- 4. CLICK TO EDITMASTER TITLE STYLE Introduction COLLABORATING ORGANIZATIONS
- 5. CLICK TO EDITMASTER TITLE STYLE Introduction • 0.0 Introduction • 1.0 Pre-Incident Planning and Preparedness • 2.0 Incident Management Principles • 3.0 Problem Identification • 4.0 Hazard Assessment and Risk Evaluation • 5.0 Select Proper PPE Clothing and Equipment • 6.0 Logistics and Resource Management • 7.0 Select and Implement Response Objectives • 8.0 Decontamination and Post-Emergency Operations • 9.0 Scenarios COURSE OUTLINE
- 6. CLICK TO EDITMASTER TITLE STYLE Introduction • Outline planning and response considerations related to rail incidents involving Hazard Class 3 flammable liquids such as ethanol and crude oil. • Describe the physical and chemical characteristics of ethanol and crude oil. • Identify the key considerations associated with planning for and responding to incidents involving the transportation of flammable liquids by rail. • Describe the basic safety procedures to use when working in a railroad environment. OBJECTIVES
- 7. CLICK TO EDITMASTER TITLE STYLE Introduction • Mission – Communicate critical information on best practices related to preparedness and response to rail incidents involving Hazard Class 3 flammable liquids such as crude oil and ethanol. – Information is supplemental to the “Commodities Preparedness and Incident Management Reference Sheet for Petroleum Crude Oil.” • Intent – U.S. DOT PHMSA led collaborative effort to expand awareness. – Flexible approach to providing information resources to the nation’s first response community. PROGRAM OVERVIEW
- 8. CLICK TO EDITMASTER TITLE STYLE Introduction • Hazmat Response Community • Hazardous Materials First Responders/Operations Level TARGET AUDIENCE
- 9. CLICK TO EDITMASTER TITLE STYLE Introduction • Increased oil production has resulted in a dramatic increase in transportation of crude oil by rail. • Rail shipments of crude oil are typically made using unit trains. • Derailments can cause significant challenges. PRODUCTION & RAIL TRANSPORT (CRUDE)
- 10. CLICK TO EDITMASTER TITLE STYLE Introduction CRUDE BY RAIL INFRASTRUCTURE Graphics and Data courtesy of U.S. Energy Information Administration, Today in Energy, June 10th 2014.
- 11. CLICK TO EDITMASTER TITLE STYLE Introduction UNITED STATES RAILROAD MAP Map courtesy of Association of American Railroads, July 2014.
- 12. CLICK TO EDITMASTER TITLE STYLE Introduction ETHANOL PRODUCTION FACILITIES Graphics and Data courtesy of Renewable Fuels Association, March 2014
- 13. CLICK TO EDITMASTER TITLE STYLE Introduction MOVING ETHANOL TO MARKET Graphics and Data courtesy of Renewable Fuels Association, March 2014 Current Unit Train Landing Location Future Unit Train Landing Location Unit Train Origin Kinder Morgan Pipeline – Orlando to Tampa
- 14. CLICK TO EDITMASTER TITLE STYLE Introduction • It must be noted that rail transportation has never been safer. • Most hazardous materials transported by rail reaches it’s destination safely. • In the unlikely event that an incident occurs response partners will need to be prepared and informed. SAFE RAIL TRANSPORTATION
- 15. CLICK TO EDITMASTER TITLE STYLE Introduction Petroleum Crude Oil Sweet CAS No. 8002-05-9 UN1267 DOT Hazard Class 3 FLAMMABLE LIQUID Hazard Rating = High ERG Guide No. 128 CRUDE OIL CHARACTERISTICS
- 16. CLICK TO EDITMASTER TITLE STYLE Introduction Petroleum Crude Oil Sour CAS No. 8002-05-9 UN3494 DOT Hazard Class 3 FLAMMABLE LIQUID Hazard Rating = High ERG Guide No. 131 CRUDE OIL CHARACTERISTICS
- 17. CLICK TO EDITMASTER TITLE STYLE Introduction CRUDE OIL LIQUID VISCOSITY Liquid @ 68° F Viscosity (cP) Water 1 Crude Oil (sg=0.855) 7.5 Olive Oil 84 Light Machine Oil 102 Pancake Syrup 2,500 Ketchup 50,000 Peanut Butter 250,000 Tar or Pitch 30,000,000,000
- 18. CLICK TO EDITMASTER TITLE STYLE Introduction “Weight” or Specific Gravity: • Lighter crudes: - Lower density - Low viscosity • Heavier crudes - Higher density - Higher viscosity PROPERTIES RELATED TO SPECIFIC GRAVITY Light Water Heavy
- 19. CLICK TO EDITMASTER TITLE STYLE Introduction • Physical and chemical properties vary depending on oil reservoir. • Behavior of crude oil may vary. • Vapors are released from spilled product. • Air monitoring and sampling are key to assessing the hazards at the incident site. HAZARD SUMMARY CRUDE OIL
- 20. CLICK TO EDITMASTER TITLE STYLE Introduction • Expect to work in and around flammable atmospheres during the response. • The more volatile materials in crude oil may be present in the air in high concentrations, creating an inhalation hazard (toxicity.) HAZARD SUMMARY CRUDE OIL
- 21. CLICK TO EDITMASTER TITLE STYLE Introduction ETHANOL CHARACTERISTICS Ethanol Alcohol n.o.s./Denatured Fuel Ethanol/Ethanol Gasoline Mixture UN1170, 1987, 3475 DOT Hazard Class 3 FLAMMABLE LIQUID Hazard Rating = High ERG Guide No. 127, 128
- 22. CLICK TO EDITMASTER TITLE STYLE Introduction • Flammable liquid • In a pure form, ethanol does not produce visible smoke and has a hard-to-see blue flame. • In a denatured form there is little to no smoke with a slight orange visible flame. • It is highly recommended to use a thermal imaging camera to identify whether a flame is truly present or not. HAZARD SUMMARY ETHANOL
- 23. CLICK TO EDITMASTER TITLE STYLE Introduction • Flammable Liquid Unit Train derailments require specialized resources. • These derailments will likely require mutual aid and a more robust on-scene Incident Management System than responders normally use. • Include shippers and rail carriers in your pre-incident planning, preparedness and coordination of response strategies. PLANNING CONSIDERATIONS
- 24. CLICK TO EDITMASTER TITLE STYLE Introduction • Contact the railroad as soon as possible. • In the event of an incident it may be a challenge to obtain necessary resources to safely and effectively extinguish a fire or control a spill or ensure public protection. • Response to these scenarios may require specialized outside resources that may not arrive at the scene for hours. • DO NOT flush crude oil spills with water. • DO NOT apply water directly inside a tank car. RESPONSE CONSIDERATIONS
- 25. CLICK TO EDITMASTER TITLE STYLE Introduction 1. RULE NUMBER ONE: Expect a train or rail equipment to move on any track from either direction at any time. 2. RULE NUMBER TWO: Contact the railroads if an event occurs. 3. RULE NUMBER THREE: Make sure the track is secured. BASIC RAILROAD SAFETY
- 26. CLICK TO EDITMASTER TITLE STYLE Introduction • Never step on a rail. • Never stand, walk or sit on railway tracks, between the rails or on the ends of ties. • Never put your feet on movable parts. • Stand a minimum of 25 feet away from the tracks if possible. • Do not occupy the area between adjacent tracks when a train approaches. BASIC RAILROAD SAFETY
- 27. CLICK TO EDITMASTER TITLE STYLE Introduction • Never move equipment across tracks unless you are at an established road crossing or under the supervision of a railroad representative. • Rail equipment ladders often curve around the profile of the car and the first step up is a long way off the ground – when stepping down from the last rung, DO NOT JUMP. • A good plan is to use your own ladders. Block the feet and tie off all ladders at the top. BASIC RAILROAD SAFETY
- 28. CLICK TO EDITMASTER TITLE STYLE Introduction • At a derailment scene beware of tipped, jagged and leaning equipment. • Be aware of the location of structures or obstructions where clearances are close. • Avoid using a cell phone within 25 feet of live tracks. BASIC RAILROAD SAFETY
- 29. CLICK TO EDITMASTER TITLE STYLE Introduction • In this module we presented the following information: – Planning and response considerations related to rail incidents involving Hazard Class 3 flammable liquids such as ethanol and crude oil. – Physical and chemical characteristics of ethanol and crude oil. – Key considerations associated with planning for and responding to incidents involving the transportation of flammable liquids by rail. – Basic safety procedures to use when working in a railroad environment. SUMMARY
Editor's Notes
- #4 INTRODUCTION SCRIPT Welcome to the Transportation Rail Incident Preparedness & Response program. With an increase in the production and movement of Hazard Class 3 flammable liquid commodities such as crude oil and ethanol, it is important that the risk of incidents be minimized through a strategic approach. U.S. crude oil production averaged 8.5 million barrels per day in 2014 and is projected to average 9 million barrels per day in 2015. This is a considerable increase since 2008, when the U.S. crude oil production had fallen to 5 million barrels. Along with the increase in production the volume of crude oil moving by rail has quadrupled in less than a decade. The U.S. Department of Transportation Pipeline and Hazardous Materials Safety Administration and the Federal Railroad Administration have been working with federal agencies, public safety organizations, rail industry owners and operators, and the response community to address the hazards associated with these incidents. In 2014 a Lessons Learned Roundtable forum and follow up report gathered feedback from a panel of fire chiefs and emergency management officials from some of the jurisdictions that experienced a crude oil or ethanol rail transportation incident. The purpose of this forum was to share firsthand knowledge about their experiences responding to and managing these incidents. Further collaboration with stakeholders resulted in the development of the Crude Oil Rail Emergency Response Workgroup, which created the Commodities Preparedness and Incident Management Reference Sheet for Petroleum Crude Oil. The resources found in this program are the result of these collaborative efforts and are focused on sharing incident management best practices with the emergency response community. A key component of this initiative is to learn from past experiences and to leverage the expertise of public safety agencies, rail carriers, and industry subject matter experts to better prepare first responders to safely manage incidents of this magnitude.
- #5 INSTRUCTOR NOTES: The materials found in this program result from a partnership of multiple organizations to include: U.S. Department of Transportation, Federal Railroad Administration (FRA) TRANSCAER® Association of American Railroads (AAR) American Petroleum Institute (API) U.S. Fire Administration, National Fire Academy (USFA) Renewable Fuels Association (RFA) American Short Line & Regional Railroad Association (ASLRRA) United State Coast Guard (USCG) Environmental Protection Agency (EPA)
- #8 INSTRUCTOR NOTES: The Transportation Rail Incident Preparedness and Response Flammable Liquid Unit Trains resource materials provide critical information on best practices related to rail incidents involving Hazard Class 3 flammable liquids such as petroleum crude oil and ethanol. A key component of this initiative is to learn from past experiences and to leverage the expertise of public safety agencies, rail carriers, and industry subject matter experts in order to prepare first responders to safely manage rail incidents involving commodities such as crude oil and ethanol. The information and resources found in the TRIPR modules and scenarios supplement the information outlined in the “Commodities Preparedness and Incident Management Reference Sheet for Petroleum Crude Oil.” This PHMSA led program resulted from collaborative efforts to expand awareness on incident management lessons learned related to rail incidents involving Hazard Class 3 flammable liquids such as ethanol and crude oil. These resources offer a flexible approach to increasing awareness of first responders and emergency services personnel in pre-incident planning and response. The resources supplied are not intended to be a standalone training program but are offered to supplement existing programs.
- #10 INSTRUCTOR NOTES: Increased oil production from shale reserves in states such as North Dakota and Colorado has resulted in a dramatic increase in transportation of crude oil by rail. Rail shipments of crude are typically made using unit trains. Each tank car carrying approximately 30,000 gallons of product. Unit trains typically move from a single location to a single destination and contain one commodity. Derailments involving flammable liquid unit trains will typically be complex events, and will generate significant incident management issues. For example, given the length of some of these unit trains, derailments can block road access and require response operations from multiple directions.
- #11 INSTRUCTOR NOTES: The number of rail carloads of crude oil began rising in 2012, as production in the Bakken Shale and other shale plays grew. According to the North Dakota Pipeline Authority, Bakken rail outflow capacity totaled 965,000 barrels per day (bbl/d) at the end of 2013, compared to 515,000 bbl/d of pipeline capacity. While some refineries are being built or planned for the area, most Bakken crude oil will continue to be moved out of the region to be processed at refineries in other parts of the country. In 2013, the number of rail carloads of crude oil surpassed 400,000. Source “Crude by Rail transportation provides Bakken Shale production access to major markets,” U.S. Energy Information Administration, Today in Energy, June 10th 2014.
- #12 INSTRUCTOR NOTES: The network that flammable liquid unit trains travel is extensive. This map shows rail line ownership based on 2011 National Transportation Atlas Database published by the U.S. DOT's Bureau of Transportation Statistics. Map courtesy of Association of American Railroads, © 1993–2014. For more information about railroads, visit www.aar.org or www.freightrailworks.org.
- #13 INSTRUCTOR NOTES: Ethanol production facilities can be found across the country and commonly use rail to bring their product to market.
- #14 INSTRUCTOR NOTES: As of 2014, the United States denatured fuel ethanol production capacity has grown to over 14 billion gallons. The transport of ethanol via rail tank cars has increased significantly over the past decade from 9,500 carloads in 2008 to 493,216 carloads in 2014. Ethanol has been a gasoline additive since the late 1970s. Ethanol’s primary role in the fuels market was that of an oxygenate to improve air quality and to replace MTBE (methyl-tertiary-butyl-ether) another common oxygenate.
- #15 Instructor Notes: It must be noted that rail transportation has never been safer. Most hazardous materials being transported by rail reach their destination safely. In the unlikely event that an incident occurs response partners will need to be prepared and informed. Despite the sharp increase in rail transport of Hazard Class 3 flammable liquids the overall safety statistics do show that most hazardous materials reach their destination without a release due to an accident.
- #16 INSTRUCTOR NOTES: This placard indicates “Sweet” crude oil. This crude oil is considered “light, sweet crude” because of its low sulfur content. Light, sweet crude oil is typically assigned a DOT Packing Group I or II classification in accordance with Federal regulations. These packing groups mean that the material’s flash point is below 73 F (22.7 C); for Packing Group I materials, the boiling point is below 95 F (35 C). This means the materials pose significant fire risk if released from the package during an accident. Per the data from ConocoPhillips SDS, Rev. 5/19/2014, and NIOSH Pocket Guide, Sep 2007 UN 1267 IDLH: Benzene - 500ppm (Ca) (H2S – 100ppm) OSHA PEL: Benzene – 1ppm (H2S – C 20ppm) LEL: ND (H2S – 4.0%) UEL: ND (H2S – 44.0%) V.P: 440-775mmHg Sp. Gr: .7 – 1.03 F.P: -20o F Note that this is also a DOT Hazard Class 3 Flammable Liquid. The primary hazard for this commodity is flammability. 1267 can be heavy or light.
- #17 INSTRUCTOR NOTES: This type of crude oil is considered “Sour” because of its higher content of Sulfur. The high Sulfur content makes this crude oil a potential toxicity hazard. Data from ConocoPhillips SDS, Rev. 4/3/2012, and NIOSH Pocket Guide, Sep 2007 UN 3494 IDLH: Benzene - 500ppm (Ca), H2S – 100ppm OSHA STEL: Benzene – C 25ppm, H2S – C 20ppm LEL: 1.1% UEL: 6.0% V.P: 75-525mmHg (typical) Sp. Gr: .7 – 1.03 F.P: 20o F Note that this is also a DOT Hazard Class 3 Flammable Liquid. The primary hazard for this commodity is flammability.
- #18 INSTRUCTOR NOTES: There are two other characteristics of crude oil that are useful to understand in a response. The first is viscosity, the second is specific gravity. Understanding these characteristics is important because they will help determine how the crude oil will behave if it is released to the environment. The oil’s viscosity tells us how easily it will flow. Oils with higher viscosity are more likely to sit on a surface, while less viscous oils are more likely to flow across a surface. Because temperature has a major effect on a liquid’s viscosity, fluid viscosity is measured with temperature. The size and temperature of the liquid’s molecules will also affect the liquids viscosity. Think about putting a spoon in a jar of maple syrup at room temperature - moving the spoon around requires more force than moving a spoon in a cup of coffee; but if you heat the jar of maple syrup, the spoon is much easier to move.
- #19 INSTRUCTOR NOTES: A crude oil’s viscosity will determine how it might flow, but the crude oil’s specific gravity will compare its weight to water. This is an important property in emergency response – especially a response that may potentially involve a waterway, because whether or not the oil will float on water will determine response strategies. If the crude has a specific gravity of less than one, it will float on top of the water (it is also likely to be less viscous). If it has a specific gravity of greater than one it will sink below the water. This is for the majority of specific oils.
- #20 INSTRUCTOR NOTES: Specific characteristics and composition of petroleum crude oil may vary between oilfields, and between wells in the same oilfield. Behavior of crude oil may vary from that of gasoline (lighter/sweet crude oils) to diesel fuel (heavier/sour crude oils.) Vapors are released from spilled product. Specific characteristics and composition of petroleum crude oil will vary between oilfields, and between wells in the same oilfield. Therefore, air monitoring and sampling are key to assessing the hazards at the incident site. Light sweet crude oil such as those from the Bakken and Eagle Ford shale regions are known to have higher concentrations of light end petroleum HCs, thus increasing VP and lowering the F.P. Flammable limits range from a .4% LEL to a 15% UEL Flash points range from -74o F to 212o F As the crude oil ages the lighter ends will volatilize away ‘Sweet’ crude oil has a sulfur content less than .5%; ‘Sour’ crude has a sulfur content greater than .5%. (.5 pph = 5000 ppm) Crude oil components can include naphthalene, benzene, ethyl benzene, hydrogen sulfide, hexane and xylene, along with many others.
- #21 INSTRUCTOR NOTES: Respiratory hazards at a crude oil incident are a potential hazard. Expect to work in and around flammable atmospheres during the response. The more volatile materials in crude oil may be present in the air in high concentrations, creating an inhalation hazard (toxicity.) Hazardous combustion/decomposition products include: Carbon monoxide Nitrous oxides Sulfur oxides Aldehydes
- #22 INSTRUCTOR NOTES: Denatured Fuel Ethanol Characteristics IDLH: 3300 ppm OSHA PEL: 1000 ppm LEL: 3% UEL: 19% Flash Point: -5 degrees Fahrenheit (-50F) Vapor Pressure: Approximately 3 psi with only slight variation Specific Gravity: 0.79 Data from NIOSH Pocket Guide, Sep 2007 UN 1170 (100% ethanol by volume) – commonly referred to as E100, Ethyl Alcohol, Distilled Spirits, Beverage Alcohol, Pure UN 1987, NA 1987 (95% - 99% ethanol by volume) – “Alcohol n.o.s.” commonly referred to as Denatured fuel ethanol, E95-E98, Fuel Alcohol UN 3475 (11% - 94% ethanol by volume) - Ethanol and gasoline mixture, with more than 10% ethanol. Also commonly referred to as E85, Ethanol Flex Fuel. UN 1203 (1% - 10% ethanol by volume) - E10 & lower ethanol concentrations, also commonly referred to as E10, unleaded gasoline A very small percentage of ethanol, 100% volume is produced as pure, beverage alcohol. Denatured fuel ethanol is ethanol that has been denatured with 2-5% unleaded gasoline. This contaminant is used to make it inconsumable by humans. This blend is also known as E95-E98 or fuel alcohol. Denatured fuel ethanol is one of the top freight rail commodities in the United States.
- #23 INSTRUCTOR NOTES: Ethanol, under any of its four shipping names, is a flammable liquid – treat it as such. Like gasoline, denatured fuel ethanol’s greatest hazard as a motor fuel component is its flammability. It has a wider flammable range than gasoline (Lower Explosive Limit (LEL) is 3 percent and Upper Explosive Limit (UEL) is 19 percent). The flame and smoke from neat ethanol fires are not easily visible. Neat ethanol does not produce visible smoke and has a hard-to-see blue flame. However, ancillary materials involved in the fire produce smoke and flame. In a denatured form there is very little smoke, but a clearly visible orange flame. Because of its ability to burn without visible smoke, it is highly recommended to use a thermal imaging camera to identify whether a flame is truly present or not. Denatured fuel ethanol is a polar solvent that is water-soluble and has a -5°F flash point and has a vapor density of 1.5, which indicates that it is heavier than air. Consequently, ethanol vapors do not rise, similar to vapors from gasoline which seeks lower altitudes. Denatured fuel ethanol’s specific gravity is 0.79, which indicates it is lighter than water and it has an auto-ignition temperature of 689°F and a boiling point of 165-175°F.
- #24 INSTRUCTOR NOTES: Flammable Liquid Unit Train derailments require specialized resources. These derailments will likely require mutual aid and a more robust on-scene Incident Management System than responders normally use. Include shippers and rail carriers in your pre-incident planning, preparedness and coordination of response strategies. Pre-incident planning and preparedness are critical to an effective response. Well thought out drills and exercises that include the hazmat shippers, railroads, industry and response partners in your community will be valuable sources of response capability improvement. Establishing mutual aid agreements and robust response structures prior to an event will be critical to the success of a responding organization. Early and frequent communication between first responders and the railroad is critical. Communities and response agencies must coordinate with the railroads in their area as they develop response plans, conduct response exercises and respond to a real world event. Responders must consider any incompatibilities and reactivities between multiple hazardous materials in a manifest train incident. For example, ethanol (ethyl alcohol) released from a rail car in a derailment should be kept away from strong oxidizers.
- #25 INSTRUCTOR NOTES: Contact the Railroad as soon as possible. In the event of an incident it may be a challenge to obtain necessary resources to safely and effectively extinguish a fire or control a spill will be a challenge. Response to these scenarios may require specialized outside resources that may not arrive at the scene for hours. DO NOT flush crude oil spills with water. DO NOT apply water directly inside a tank car. DO NOT spray cooling water directly into a crude oil tank car if breached. This could lead to a slop over/froth over or long term, potentially, a boil over. Continuously evaluate the effects of cooling streams. Effective cooling is when water is flowing down the sides of the car without evaporation. Lack of effective cooling may result in rising pressure within the tank (increasing sounds may be noted) It’s critical that responders coordinate their activities with the involved railroad and initiate requests for specialized resources as soon as possible. Tank cars carrying crude oil or ethanol may also be found in general freight (manifest) trains, made up of shipments of different commodities from different shippers.
- #26 INSTRUCTOR NOTES: RULE NUMBER ONE: Expect a train or rail equipment to move on any track from either direction at any time. -Trains can approach with little or no warning; you may not be able to hear them due to atmospheric conditions, terrain, noisy equipment or passing trains on other tracks. MAINTAIN A HIGH DEGREE OF SITUATIONAL AWARENESS AT ALL TIMES. RULE NUMBER TWO: Contact the railroads if an event occurs. - Always contact the railroad to advise them of the incident and your presence. They may not know you are on the scene…or that they have a problem. RULE NUMBER THREE: Make sure the track is secured. - Work with the railroad to ensure the track is red flagged – the railroad’s means of ensuring track is protected on a mainline
- #27 INSTRUCTOR NOTES: Working on or around tracks is inherently dangerous and personnel should watch for movement in both directions before crossing tracks: Never step on a rail. Step OVER a rail. This is a major slip, trip and fall hazard. Never stand, walk or sit on railway tracks, between the rails or on the ends of ties. Never put your feet on movable parts of a rail car, such as couplers, sliding sills or uncoupling levers. If the tracks are clear, walk in a single file at a right angle to the rails. Stand a minimum of 25 feet away from the tracks if possible, and face the train when rail equipment is passing through. Always park your vehicles at least 25 feet away from the edge of any track. Do not occupy the area between adjacent tracks in multiple track territory when a train is passing. If crossing between two stationary railcars, ensure there is at least 50 feet between them.
- #28 INSTRUCTOR NOTES: Never move equipment across tracks unless you are at an established road crossing or under the supervision of a railroad representative. Rail equipment ladders often curve around the profile of the car and the first step up is a long way off the ground – when stepping down from the last rung, DO NOT JUMP. A good plan is to use your own ladders. Block the feet and tie off all ladders at the top. When laddering tank or box cars always consider using two points of access, the second being a point of escape should the other become inaccessible for any reason. Be especially aware of bent and stressed rails which can suddenly move and lash out.
- #29 INSTRUCTOR NOTES: At a derailment scene beware of tipped, jagged and leaning equipment. Be aware of the location of structures or obstructions where clearances are close. Avoid using a cell phone within 25 feet of live tracks. Be especially careful working in rail yard and terminal areas – cars that appear to be stationary or in storage can begin to move without warning. Ensure any rail equipment is secured against movement (wheels chocked, hand brakes secured, etc.) before attempting to work on or near it. Stay away from track switches since they can be remotely operated.